Post on 25-Jun-2020
First Type Approval of Electronic Stability Control in Passenger
Cars by Means of Vehicle Dynamics Simulation in Accordance
with ECE 13-H – Challenges, Innovation and Benefits.
Alfonso PORCEL, Olivier MACCHI - PSA Peugeot Citroen, France
Summary
1. Introduction
2. ESC requirements according to ECE 13/H regulation.
3. Technical link - ESC tuning � vehicle definition
4. HIL Simulation in PSA process
5. Application of this process to regulation - Results
6. Conclusion and Outlook
Road safety evolution in EU during the last 20 years
Introduction and context
ESC launch
New registration
ESC rate : 29%
- New registration
ESC rate : 60%
- R13H Annex 9
Passive safety improvement
Active safety improvement
ESC requirements according to ECE 13/H regulation
Application
ESC mandatory for vehicles in categories M1 (passenger car) and N1 (light commercial
vehicle) : from 11/2011 for new models
for all new vehicles registered in Europe after 11/2014
Requirements
Functional : 1 - HIM (signal).
2 - Performance test
Dysfunctional : 3 - Failures detection and rehabilitation modes
Sine with Dwell test – overview
ESC requirements according to ECE 13/H regulation
BOS (Beginning of steer)
= X*A
With 1.5 ≤ X
And X for 270° ≤ last SWA ≤ 300°
Sine with Dwell test – Criterias
- Lateral displacement must be > 1,83 m after “BOS”+1,07s and for a SWA ≥ 5*A.
- At T0+1s Ψ < 35%*Ψpeak
- At T0+1,75s Ψ < 20%*Ψpeak
..
..
ESC System (Electronic Stability Control)
Goal:
Improvement of vehicle stability
ESC assist the driver to control the vehicle in
critical situations
Means:
Active control of engine and brakes torques in
case of detection of unstable situation of life.
Technical link ESC tuning � vehicle definition
ESC performance will depend on vehicle definition
Technical link ESC tuning � vehicle definition
ESC performance
tire
brakesWeights
inertias
width,
wheelbase
damping,
stiffness
Powertrain
Axle,
steering
ECE13H: Use of HIL Simulation
“The effectiveness of the electronic stability control system may be determined by computer simulation”…
“Where a vehicle has been physically tested in accordance with §4, the compliance of versions or variants
of that same vehicle type may be demonstrated by a computer simulation, which respects the test
conditions of §4. and the test procedure of §5.9.
The use of the simulator is defined in Appendix 1 to this annex”...
Annex 9. Appendix 1:
1.3. The simulation shall be carried out with a validated modelling and simulation tool ….
ECE13H enables the simulation as a proper method
Real test
ESC requirements according to ECE 13/H regulation
Simulation tests
HIL Simulation in the PSA process
Functional
results
2Specific studies
and analysis
Yes if (criteria > threshold)
Representative Test Bench Simulation
RepresentativeSimulation
3DELIVERABLES
Dysfunctional
results
1
Vehicle dynamics Modelvehicle, tire, driver, environnement
format
Specific
Models Powertrain HY,
EPS,..
HIL test Bench
datavalidation
INPUT DATASimulation Data
Parameters: vehicle, tire,
hydraulic ESC block
Vehicle Data measurements
Initialwork
Parametersidentification
Correlated
model?
No
FittingSimulation / measurement
steady statetransient statewith and without ESC system
format
Overview of the PSA HIL simulation process
ESC Hydraulic Model : Parameters Identification results
HIL Simulation in the PSA process
Breakdown of
the ESC system
Validation of simulation results
ESC HIL equivalent model
(about 70 parameters)
Vehicle Model : Parameters Fitting results
HIL Simulation in the PSA process
Steady State behavior (ESC OFF) Transient State behavior (ESP OFF)
Steering angle:
A= +/- 20°
f= 0 to 5 Hz
Vehicle Model : Parameters Fitting results
HIL Simulation in the PSA process
Double lane change (ESC ON)
Sine with DWELL – UTAC’s type approval tests validation
Application to the regulation
Physical/Numerical validation of the reference vehicle model
Tests carried out in the presence of UTAC reproduced on the HIL test bench.
Test conditions (masses, grip, driver actions, speed, …) incorporated into the model.
At first, a time-based comparison of the results was made.
Steering wheel angle of 200° Steering wheel angle of 270°
T0+1 T0+1,75T0+1 T0+1,75
T0 T0
Sine with DWELL – UTAC’s type approval tests validation
Application to the regulation
Physical/Numerical validation of the reference vehicle model
In the second instance, an ECE13-H criteria comparison of the results was made.
These results show that the vehicle have no
difficulty to fulfil the type approval criterias.
0,00
0,50
1,00
1,50
2,00
2,50
3,00
3,50
4,00
0 50 100
150
200
250
300
Lat
eral
Dis
pla
cem
ent
(m)
Steering wheel angle (°)
Lateral Displacement
Simulation
Measured
Limit of acceptance
-3,00
2,00
7,00
12,00
17,00
22,00
27,00
32,00
37,00
0 50 100
150
200
250
300
YR
R 1
s (%
)
Steering wheel angle (°)
Yaw rate ratio after 1 s
Simulation
Measured
Limit of acceptance
-3,00
2,00
7,00
12,00
17,00
22,00
27,00
32,00
37,00
0 50 100
150
200
250
300
YR
R 1
.75s
(%
)
Steering wheel angle (°)
Yaw rate ratio after 1.75 sSimulation
Measured
Limit of acceptance
Sensitivity study of vehicle dynamics parameters : Approval criteria
Application to the regulation
Engine types
Masses and distribution (front/rear)
Axle typesTire sizes
Brake (disk sizes)
Tyre / road surface
adhesion
DS5 Standard
EP6CDT2P14: 1690 (62% / 38%)
5P35: 1896
(56.4%/43.6%)
Front: PMP(*)
Rear: Torsion
beam
235/45R18
Front:
302x26
Rear: 268x12
µ=1.09
µ=0.98
DS5 Standard
EP6CDTx
2P14: 1740
(60.8%/39.2%)
Front: PMP(*)
Rear: Torsion
beam
235/45R18
235/40R19
Front:
340x30
Rear: 290x12
µ=1.09
DS5 Hybrid
DW102P14: 1946
(57.4%/42.6%)
Front: PMP(*)
Rear: Multi-link235/40R19
Front:
340x30
302x26
Rear: 290x12
µ=1.09
(*) PMP: Pseudo Mac Pherson.
Parameter take in account for this study :
- Weight
- Architecture ( Axle design + weight)
- Tire size
- Brake
- Road grip
Vehicle variants definition – process of approval
Application to the regulation
axle units,
suspensions,
engine types,
tyres, brakes, ...
Project
Body 1 Body n
Chassis 1 Chassis i Chassis 1 Chassis jVariant :
Vehicle family:
Body:
PhysicalTest(s)
HILTest(s)
Peugeot 208,
Citroën C4,
Citroën DS5, …
sedan,
station wagon,
coupe-cabriolet, …
Underlying principle:
- variant should correspond to a particular chassis tuning,
- the engine chosen for each of these variants must cover all the brake system of the family
Application to the regulation
The DS5 was approved with simulation
tools.
UTAC Proces verbal :
N° 11/05480 du 22/08/2011
CNRV Approval :
Approve N° : 010040 du 01/09/2011
- Simulation is an accurate tool to fulfill the R13H requirements.
Conclusion and outlook
- Simulation is a means to visualise the vehicle dynamics results and facilitating the
technical exchanges with the official laboratories.
- 5 projects approved since the beginning of this process with the same quality of results.
- Outlook : Simulation could/will be extended to support similar activities